PL202073B1 - System for transporting and skew loading/unloading of cars in a combined railway/road transport railway station and method for using same - Google Patents

Abstract

The system basically consists of at least one railway freight terminal with at least one transhipment platform, on which there are separate transhipment stations (63) for coupled bimodal trains, where the individual trains are sets of inclined wagons (1), each of which consists of two extremely located bogies (4 and 5), on the surfaces of which load-bearing structures are rotatably mounted. Each freight terminal is, on the one hand, equipped with at least one additional centering device for aligning the entire bimodal set or individual wagons (1) and, on the other hand, located on the ground, on the height of each loading station (63), with at least one lifting device and at least one device for rotating the supporting structure (6), enabling it to be lifted by at least one of the ends of the platform (2) or (3), after unlocking the rigid fastening from at least one extreme platform (2) or (3), and rotating it towards the platform (61) or (62). In turn, the platform (2) or (3) is equipped with means for lifting and receiving due to the support of the ends of the supporting structure (6) in an inclined loading position in relation to the longitudinal axis of the wagon (1) and for its rotation in the opposite direction as long as the wagon is closed, and moreover, during maneuvers, the platforms (2) or (3) are kept at a constant distance from each other by means of keeping them in axial location, constitutes ace, . . . . . . . PL PL PL PL

Description

Description of the invention

The subject of the invention is a bimodal transport system and a method of reloading goods in the bimodal transport system, which is a combined rail-road transport system.

The invention also relates to a method of transhipment using a series of transhipment stations and wagons, together forming the necessary unit for this.

The congestion on roads and highways, caused in particular by trucks, and the increase in pollutant emissions are the reason why alternative solutions are sought.

One such solution is combined rail-road transport, which involves the transport of loaded road vehicles over long distances on railroads, while transport over short distances maintains the traditional form.

According to this solution, containers, vehicle bodies, tractors or cars are loaded onto, and then unloaded from, wagons at railway station terminals.

Three main categories of equipment and installations have been proposed.

The first one consists in creating railway motorways, i.e. whole trains, which are entered by trailers pulled by their tractors, one after another, until the space provided for transport is occupied, on the entire available train area, even between carriages. This solution is practical and quick. Unloading takes place by rolling the vehicles in the same direction to the end of the train opposite the one from which they entered. Then they reach the road network via an access road. However, this solution has numerous disadvantages. At the beginning, attention should be paid to those related to serial handling. One damaged car will block the rest waiting in line. Moreover, the loading time associated with forming the queue is always long and it is not possible to shorten it. This solution also has a serious disadvantage, the necessity to transport a tractor, which, when disconnected from the semi-trailer or trailer, could work in road transport. In addition, tractor, trailer and trailer owners do not have to be the same and may have different strategies for using their equipment.

Another category of solutions, especially for road containers, but also for semi-trailers and trailers, concerns the handling of the road load by external devices located on the platform, where the load is left by the tractor or tractor for loading onto wagons. This method uses heavy and expensive equipment that is expensive to maintain and has a high energy requirement. In addition, it requires the work of a qualified operator.

Another category to which the present invention belongs is the individual loading of the entire vehicle, or only its semi-trailer or trailer, or more generally road load, using its own propulsion, or the drive of the vehicle to which the load is attached.

This solution provides for the use of a wagon with a fixed supporting structure, mechanically connecting both end platforms, having a movable floor on which the road load rests.

This load-bearing structure, which is a mechanical connection, through its thickness, interferes with the aim of the lowest possible height of the structure, in order to make the best use of the railway size by the load.

In known bimodal transport sets, the wagons have a rotating support structure on which the road load rests, mounted and attached to the two end platforms resting on the railway chassis. These wagons allow loading and unloading in an inclined position of the supporting structure, using adapted platforms, which allows the entry and exit of the road load with its own or normally serving propulsion means.

Transport systems using this type of carriages differ depending on whether the load-bearing structures are released from the edge platforms or not, and in particular whether both ends are released simultaneously. While the simultaneous release of both ends has the positive effect of introducing or evacuating the road load on one side or the other, while the new load is driving up from the opposite side, serious drawbacks arise due to the fact that the extreme platforms freed from the supporting structure that were mechanical connection between them, do not maintain their original position. As a result of the stress in the extreme platforms and the relaxation associated with the disconnection of the ends of the supporting structure from the extreme platforms, together with the forces from the entry or movement of vehicles on the supporting structure, the platforms move along the tracks. This displacement makes it much more difficult to return to the place of the load-bearing structure after loading.

The presented invention has two main goals: to keep both extreme platforms in place, i.e. their undercarriages during reloading operations, and to maximize the use of the railway size.

The invention also aims to carry out handling without heavy external equipment or installed on a wagon, while maintaining the independence of the road load, i.e. while allowing the load to move with its own or normally dedicated propulsion means.

An additional object of the invention is to enable individual or selective reloading for each of the wagons of the same train.

Various technical solutions for the platform movement have already been proposed, among which the German patent TALBOT DE no. 3234374 and PTC Publication No. 81 02142 as BEH-RENS, where the support structure pivots about an end pin, or about a center of rotation to be inclined with respect to the train.

To be valuable, these solutions should present more advantages than technical and economic disadvantages, ie they should meet the assumed goals, respecting road and rail restrictions.

For this reason, an interesting solution should at the same time meet many requirements and conditions related to loading or unloading road cargo on or from railway structures, in the shortest possible time and with the greatest possible convenience of operators, while maintaining safety and profitability conditions, while changing type of transport.

Thus, various objectives can be formulated, the implementation of which leads to the achievement of a combined road-rail transport system with good performance and numerous advantages.

The first object of the invention is to receive a road load with a road size, and to keep the car carrying this load the rail size. Due to the maximum sizes permitted in road and rail dimensions, a gain in the useful height of the wagon load is desirable. The underside of the superstructure must therefore be placed as low as possible, and therefore as thin as possible while maintaining the necessary mechanical strength.

Another objective concerns the ease and speed of return to the place of the load-bearing structure after the maneuvers of opening and closing the wagon during reloading, and the aspect of individual or parallel loading of wagons. Released from the joint provided by the superstructure, the chassis move under stress in the buffers, linkages, suspension and other equipment. They can also move under the influence of riding on, on and off the load-bearing structure, or also under the influence of impacts. This disadvantage is eliminated by maintaining the positions of the extreme platforms by means of the means on the ground, or by connections maintaining a constant distance between them.

An additional object is not to occupy the usable loading volume of the wagon by the presence of means and devices for manipulating the load and the superstructure. These measures would take up space on the wagon and would require an additional energy source located on the wagon. For this purpose, during loading, the road load moves by its own propulsion means, so that the propulsion is provided by an energy source external to the wagon. This energy independence of the wagon, load and handling equipment allows to relieve the wagon and simplify the energy distribution system. Consequently, the driving means are located in the transhipment infrastructure and in the load itself or in its tractor.

Another goal is to limit the working range of the devices lifting the superstructure. As a result, due to the size of the masses that are handled, any increase in the range of movement of the releasing means, i.e. lifting means, for example, introduces additional significant loads, translating into an increase in the energy consumed and the size of the devices.

An additional purpose is related to the transfer of tractive forces. They should be transferred entirely through the load-bearing structure and its connections with the extreme platforms in order to eliminate the additional element of high mechanical strength, high weight and considerable thickness.

Another object of the invention is to position the carriages of a train in a position appropriate to the devices on the track or on the platform, in a way that allows easy use of the handling devices.

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The object of the invention is also the construction of a car that is particularly resistant not only to all the loads associated with normal operation, but also to additional stresses related to handling operations and the movements of heavy loads, such as road transport vehicles.

The invention also aims to propose a support structure onto which the road load enters by its own propulsion means and which is placed on the wagon by means of devices external to the wagon and independent of its energy sources.

The essence of the system according to the invention is that on the one hand, each of the freight terminals is equipped with at least one additional centering device for aligning the entire bimodal set or individual wagons, and on the other hand, located on the ground, at the height of each loading bay. , at least one lifting device and at least one device for turning the support structure, enabling the support structure to be lifted at at least one of its ends, after unlocking the rigid attachment, from at least one extreme platform and turning it towards the platform, in turn the platform is equipped with lifting and collecting means for supporting the ends of the load-bearing structure in an inclined loading position in relation to the longitudinal axis of the car and its rotation in the opposite direction as long as the car is closed, and in addition, during maneuvers, the platforms are in relation to at a constant distance by means of in their axial position, providing a non-load-bearing mechanical connection prior to disengagement, while the attachments of each end of the support structure to the platform are all stress-transmitting connections in such a way that the set of all driving means used for handling is externally positioned in relation to the wagon and independently powered.

It is preferred that the axis of rotation is centrally located.

It is also advantageous if the axis of rotation is situated at the end of one of the extreme platforms.

It is further preferred that the axis of rotation is located between the central and the extreme positions.

Moreover, it is advantageous if the axis of rotation is defined during the cooperation of the centering device with the wagon element affected by this device.

It is also preferred that the means for lifting and rotating the supporting structure are two different means combined in a single functional element fixed on the ground at the height of at least one of the ends of the supporting structure when the wagon is in a transfer station.

It is also advantageous if the means for lifting and rotating the supporting structure are two different means connected in one functional element, fixed to the ground or delivered, at the height of at least one of the extreme platforms of the supporting structure, when the wagon is in a loading bay.

It is also preferred that the lifting means are jacks and the rotating means are driven rollers.

It is also advantageous when the jacks are connected to a rotatable support to which driven rollers are attached.

It is further advantageous if the end platforms are immobilized by means of retaining means provided on the ground throughout the entire opening phase of the car.

It is also advantageous if the platforms are connected to each other by a mechanical coupling connection.

The end platforms are preferably interconnected at a lower level by means of a longitudinal mechanical rigid connection, one end of which is rigidly or pivotally connected to the respective end of the platform.

Furthermore, it is advantageous if at least one extreme platform has an indented front on the inside of the wagon with a shaped socket for rigid fastening.

It is advantageous here that the underside of the cut front of at least one of the extreme platforms cooperates with a seat on the rotatable support to which the driven rollers belonging to the rotation means are attached.

Additionally, it is advantageous if the reloading means on the platform or the platforms allow the rotation of the supporting structure to continue by means of roller conveyors.

It is also advantageous if the roller conveyors are self-propelled rollers.

It is also advantageous if it has one centering element, common for the entire warehouse or for a limited number of reloading stations.

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Moreover, it is advantageous if the centering element is situated at each of the transfer stations.

It is also advantageous if the centering element is in the form of two pivoting arms mounted on guides along the track, each arm having an end enabling it to engage with a pin located in the central part of the bottom of the car.

In addition, it is advantageous if the connections between the load-bearing structure and at least one of the extreme platforms are rigid, detachable connectors that enable the two elements to be joined, so that they form one whole during transport.

Finally, it is preferable that each of the releasable rigid links is an anchoring assembly enabling the ends of the support structure to be locked to the corresponding element of the adjacent part of the end platform.

In turn, the essence of the method according to the invention consists in the fact that the train is positioned so that each wagon is above the loading bay, and then, by means of the centering element, the position of at least one wagon in relation to the devices on the ground is determined and immobilized. the end platforms are moved to their starting position, after which the linkage is disengaged, the lifting means are actuated and at least one end of the support structure is raised slightly above the level necessary to enable them to rotate, then the turning devices are activated by means of which the support structure rotates to the position of coming into contact with the loading devices on the platform or on the platforms limiting the track, then, after stopping the rotation of the load-bearing structure and setting the tilt by an angle allowing direct access of the road load from the platform level, the road load is placed or removed from the load-bearing structure using external or own propulsion, the load-bearing structure is then pivoted to the assembly position, the lowering means of which are withdrawn from the load-bearing structure whose arms are exactly at the entrance to the fixing seats, and then, on lowering the load-bearing structure, its arms are inserted into the seats and the rigid, detachable fastening is locked, finally upon lowering the lifting and lowering device, the end platforms are released and the centering devices are retracted.

It is advantageous if the wagons are immobilized by at least one of their outermost platforms.

It is also advantageous if the two end platforms are joined together by means of a mechanical connection.

It is also advantageous that the mechanical connection of the end platforms and the longitudinal indentation is released to allow rotation of the support structure and then re-inserted into the indentation after the return rotation has been completed.

Furthermore, it is advantageous if the center of rotation of the support structure is temporarily established during the interaction of the centering elements and the centering car element.

The invention will be explained in more detail on the basis of exemplary embodiments shown in the drawing, in which individual figures show:

- Fig. 1 is a general view of the terminal of the rail-road station, in bimodal transport, conforming to the system to which the invention relates;

- fig. 2 - a view of several reloading bays;

- Fig. 3 is a diagram of the transfer station showing the lifting device placed on the tracks and the driven support rollers on the platform;

- fig. 4 is a general diagram of the wagon, with the supporting structure raised above the wagon structure, in the version with the center of rotation located centrally;

- fig. 5 - a general diagram of the whole wagon with the supporting structure raised above the wagon structure, in the version with the center of rotation placed at the end;

- Fig. 6 is a general perspective view of the wagon with the supporting structure raised above the wagon structure, corresponding to the realization of the practical version with the center of rotation located centrally;

Fig. 7 is a perspective view of the underside of the end of the supporting structure, showing more precisely the supporting and rolling rail;

- fig. 8 is a simplified and general diagram of a wagon provided with connection to the attachment between the end platforms;

- fig. 9 is a schematic cross-section showing the shape of the connection and fastening in the retracted position in the groove of the chassis, together with the outline of the maximum railway size;

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- Fig. 10 is a simplified top view and side view of the embodiment with a central pivot center;

- fig. 11 is a simplified view of the whole, in perspective from below and from the side, with a central center of rotation;

Fig. 12 is a detailed top and side view of a central part of an elongate connecting element corresponding to the embodiment of Figs. 7 and 8;

Fig. 13 is a detailed bottom and side view of a central portion of the elongate connecting element corresponding to the embodiment of Figs. 7 and 8;

- Fig. 14 is a section of the supporting structure and the longitudinal connecting element;

Figures 15 and 16 are longitudinal section diagrams illustrating the action of the center of rotation;

Figures 17 to 18 are diagrams of other versions of a section of the device for the supporting and connecting device;

Fig. 19 is a perspective view of the fixing of the ends of the supporting structure seen from below;

- Fig. 20 is a perspective view of the fixing of the ends of the supporting structure seen from above;

- Fig. 21 is a detailed perspective view of the locking mechanism of the detachable end attachment of the support structure;

- Fig. 22 is a detailed side view in perspective, on the one hand, of a socket for the detachable end attachment of the support structure in another embodiment;

- Fig. 23 is a side view, from the other side, of a socket for a detachable fastening of an end of the support structure, in another embodiment variant;

- Fig. 24 is a top perspective and side view of the lifting device according to the invention;

Fig. 25 is a bottom and side perspective view of the lifting device according to the invention;

Fig. 26 is a perspective view showing the device, the rail for lifting and turning the car, with which the driven shafts of the device come into contact for lifting and rolling;

- Figures 27 to 30 - diagrams showing the individual phases of operation:

- in the lowered, rest position (Fig. 27);

- in a lifting motion, unladen (fig. 28);

- contact with the bottom of the wagon (fig. 29);

- in a lifting motion with a load (fig. 30);

Fig. 31 is a diagram corresponding to Fig. 30, in which the end platform supporting device is shown;

- Figures 32 and 33 are profile and top views of the centering and positioning element.

As this invention cannot be incorporated by mere reference, a description will now follow relating thereto based on Figs. 4 to 23.

Figures 4 and 5 show the two most essential variants of the base of the wagon, differing only in the location of the center of rotation of the supporting structure 6.

The wagon 1 has two end platforms 2 and 3, supported on bogies or axles 4 or 5 and connected to each other by a supporting structure 6 which is connected to them at its ends by means of rigid fasteners that are detachable and locked.

The supporting structure 6 is a cargo body with a low undercarriage 7, in particular a narrow bottom 8 - flat or with a tunnel-shaped longitudinal indentation 9 10. The supporting structure 6 also has two protective side walls 11 and 12 of a small height, limited from top by stringers 13 and 14, extending from the body, up to the ends such as 15, in the form of long arms, adapted to rest and lock against the respective seats 16, prepared in the respective extreme platform, or in each of the extreme platforms 2 or 3 to provide a rigid attachment in the stowed position to accommodate all traction and roll-over stresses. Wagon 1 is also equipped with bottom longitudinal walls 17 and 18, transverse end decks 19 and 20 and ramps 21 and 22.

The wagon 1 in the folded form is a mechanically rigid and durable unit corresponding to a single-module wagon.

In a preferred embodiment, the undercarriage 7 of the supporting structure 6 is tapered and is as low as possible. An improvement to this variant consists in the fact that the undercarriage is shaped so that it has, in the middle, where there is no road load, a longitudinal indentation 9 in the form of a tunnel 10 in which a longitudinal rigid connection element 23 is located connecting the two extreme platforms 2 and 3, ensuring that their starting position is maintained during transhipment.

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In addition, the tunnel 10 stiffens the chassis 7 and also allows the passage of electric and hydraulic lines.

In an optimal variant, the ends 15 of the supporting structure 6 are short and rest on the seats 16 made in the end platforms, on their edges or near them on the inside of the car.

Advantageously, the edge platforms 2 and 3 may have a downward indentation 24 on their edges facing inwards, in the upper part of which a support 25 is made. The seats 16, on which the ends 15 of the supporting structure 6 rest, are made on these holders 25, opposite the ends of the load-bearing structure.

The support structure 6 also has, on the underside of at least one of its ends, a device for cooperating with an external lifting and turning device.

In general, the wagon 1 is equipped with a technical means to keep the end platforms in their original position and distance from each other during loading and unloading maneuvers, e.g. a longitudinal rigid connection member 23 allowing the superstructure 6 to be easily attached by detachable rigid attachments thanks to easily and precisely locating the engagement, latching or constriction position of the fastening and locking elements.

In the case of an extreme center of rotation, the supporting structure 6 is firmly connected to one of the platforms 2 or 3 via a pivot point 26 which is mechanically fixed, while the connection between the respective ends of the structure is via e.g. a torsion beam. Appropriate ends of the supporting structure come to the ends of the latter. In this case not shown, the load-bearing structure is lifted at its other end to detach it from the respective end platform and transfer it to the platform. In this case, the ends of the support structure 6 and the corresponding end platform are detachable, while on the opposite side, i.e. that where the center of rotation 26 is located, the same connection is not detachable, but has at least one degree of freedom allowing the support structure to be pivoted. 6, e.g. rotational movement about a transverse axis.

Triangular-shaped ends of the supporting structure 6 can also be used, converging at 27, mounted on a tilting axis of rotation 26 (Fig. 2), inclined or having a degree of freedom allowing for possible deflection of the supporting structure for handling operations.

For symmetry, in this embodiment, it may be desirable to have two pivot centers symmetrically disposed on each of the end platforms, one of which is wound up while the other is in use.

In the case of a support structure with both ends detachable from the end platforms, a single, centrally located center of the pivot axis 28 (Fig. 4) is more preferred.

A variant with a central axis of rotation 28 will be described below. The lifting between the ends of the support structure and the platforms is most preferably carried out simultaneously at each end by any adapted means, preferably external to the car, e.g. by means of a lifting device not shown. and pivot, consisting of a hoist and rollers moving horizontally and driven to lift and then pivot the bearing structure towards the loading platform. To this end, said structure has on its underside, in the vicinity of at least one or both ends, a rail 29 supporting and enabling rolling, e.g. in the shape of a circular arc segment centered on the axis of rotation, allowing the structure to be lifted and rotated by the driven rollers.

The rigid, removable fastening of the supporting structure 6 to the end platforms 2 and 3 can be realized in various ways. Their main task is to enable the connection of the supporting structure 6 with the extreme platforms 2 and 3 of the car, so that the entire traction stresses are transferred through them. Therefore, these detachable and rigid fasteners must be mechanically very strong as well as very safe and reliable. It is therefore provided to lock them in order to maintain their closed position while driving.

These rigid and detachable fasteners can be single or double, i.e. multiple, in order to increase the level of safety and the ability to transmit dynamic longitudinal and transverse stresses.

The ends 15 of the upper beams 13 and 14 of the support structure 6 are very short arms, called hook-shaped tips, like those formed at the ends

The car's bottom 17 and 18 walls, thus forming a folded short end 30 with a double hook, one top 31 and the other bottom 32.

These short ends 30 with two hooks provide a rigid connection when closed, or disconnection when opened, of the fasteners with complementary elements 33 provided in the adjacent edge platforms 2 and 3. This may be, as shown in the drawing, receiving and retaining elements 34. , hollow in the form of a receptacle of great thickness and U-shaped cross-section, doubled by the lower receptacle 35, also in the form of a hook, together forming a double hook with two steps, each having a shape corresponding to those of the adjacent end of the supporting structure on the surfaces of which the end hooks 31 and 32 of the supporting structure 6 rest.

Therefore, it is foreseen for the support structure 6 of the car to be provided with four connecting hooks, forming together with the corresponding receiving elements a rigid, detachable fastening, allowing the whole formed by the end platforms and the support structure to be a mechanical equivalent of a monolithic car.

The top hooks and their counterparts support the weight vertically and bear the traction stress, while the lower hooks and their counterparts are designed to overcome the heeling moment.

The safety of the closure is ensured by an automatic locking element 36, in the form of a curved locking pin 37, movably mounted and acting under the pressure of a spring 38, while the retraction from the locking position is performed by a motor (not shown), e.g. pneumatic. The automatic locking device 36 acts only on the upper hook. To this end, the upper hook of the supporting structure has a recess 39 delimiting the open receiving space in the front part. A transverse wedge on which the locking pin 37 rests extends through this open receiving space in its central part.

In the presented variant, there is only one locking device 36 on each of the extreme platforms 2 or 3, and each of the extreme platforms has a downward indentation 24 on the inside of the car, having a transverse holder 25, in which the receiving elements 33 are formed in the shape of hooks. .

The wagon is equipped with an element that keeps the end platforms in their original absolute position and in relation to each other. In the presented variant, it is a longitudinal rigid connection 23 - connecting both edge platforms with each other at a low level, each lifted by at least one chassis trolley.

The longitudinal rigid connection 23 may have a small thickness, not affecting the size of the load and the car in relation to the size of the railroad.

In a first embodiment, not shown, the rigid connection 23 projects outside the chassis.

In another embodiment variant, which will be described below, the joint is hidden in a longitudinal cut 9 in the form of a tunnel 10, which has a supporting structure 6 in its undercarriage 7.

Due to its length and thinness, the elongated connecting element of the rigid connection 23 has a tendency to bend - in its central part 39 - downwards. This deflection may cause the element to protrude beyond the railway dimensions; it is therefore necessary to hold the central part 39 of the connection 23 upwards, e.g. by means of a simple fastening or by connection to the central underside of the support structure 6. Preferably, the longitudinal connecting element of the rigid connection 23 is placed in a longitudinal recess 9 in the form of a central longitudinal tunnel 10, formed in undercarriage 7 of the supporting structure. The tunnel 10 also allows compressed air lines and electric cables to be routed from one end platform 2 and 3 to the other, it is worth noting that the tunnel 10 is provided in that part of the undercarriage 7 where it does not collide with the cargo.

The rigid connection 23 fulfills its essential function of keeping the end platforms 2 and 3 in their initial position during loading maneuvers, in order to ensure the speed and simplicity of closing the rigid fasteners between the end platforms and the folded ends 30 of the support structure for each of its rotation center positions.

Thus, the invention relates not only to support structures pivoting about its own center, but also about one of its ends or any other point.

The longitudinal connecting element of the rigid connection 23 also fulfills a second technical function when the position of the axis of rotation is central. It is about propping up the center of rotation. Due to this, the central portion 39 of this element becomes more complicated. His example is

7 to 13, however, the rotation axis 28 is sufficient and the possibility of exposing the rigid connection 23 in the case of a tunnel 10.

The central part 39 performs three functions simultaneously: fixing the longitudinal rigid connection 23 to the supporting structure 6, supporting the central pivot axis 28 around which the supporting structure 6 pivots, and the possibility of extracting the rigid connection 23 from its place in the indentation 9. Such a complex set constitutes a unit for lifting and turning 40.

More specifically, taking into account the exemplary embodiment of Figs. 7 to 13, the central part 39 of the rigid longitudinal connection 23 is suspended from the roof of the undercarriage of the substructure 6. For this purpose, the suspension tongue 41, bent like a spring, is fixed by the abutment of each. at its ends at three fixed points along which it can move by its side edges and along a longitudinal guide slot 42 and 43 made on both sides, in the center.

The bending of this tongue leaves a free lifting space 44 between the roof of the tunnel 10 and the adjacent surface of said suspension tongue 41.

Located in the lifting space 44 is a two-cylinder lifting motor 45, e.g. a pneumatic one, which consists of two pneumatic cylinders 46 and 47 (Figures 14 to 16).

A pivot 28 in the form of a pin 48 passes through the suspension tongue 41 and through the lifting motor 45, to which an elongated connecting element is attached by means of bolts 49 and 50, thus forming a complex connecting unit.

No major forces are exerted on the central axis of rotation 28 during transport, since the supporting structure rests on the end platforms 2 and 3. During handling maneuvers, only the lateral forces generated during rotation are exerted on the longitudinal rigid connection 23. Since they are not too large, there is no need to ensure high mechanical strength of the pivot axis 28 and the adjacent elements, as well as the longitudinal connecting element of the rigid connection 23.

Consequently, the longitudinal connecting element can be narrow, with various cross-sectional forms possible, rectangular 51 (FIG. 6) or with kinks or arcuate (FIGS. 14 to 16).

The shape shown in Figure 14 is preferred. It is a generally flat shape 52 with longitudinal edges in the shape of tubes 53 and 54, e.g. circular in cross-section, to serve as pneumatic and / or electrical conduits.

Moreover, such shaped edges increase the mechanical strength of the whole, allowing the thickness of the longitudinal connecting element of the rigid connection 23 to be further reduced.

Other shapes with longitudinal bends 55 and 56 or with an arc-shaped reinforcement 57 are also possible. Examples of these variants are shown in Figures 18 and 19.

In the variant with an external device, the wagon has at least one of its ends the possibility of holding the platforms by an external element fixed to the tracks or to the ground near them.

The wagon is also prepared to cooperate with an external lifting and turning device thanks to a lifting and turning rail 29 mounted from below to at least one of the ends of the support structure 6, an example of its practical implementation is shown in Figs. 20/30.

The lifting and turning rail is in the form of a cross bar 58 welded to the support structure. Due to the rotational movement of this structure, the rail 29 has a curved shape, e.g.

Another feature of the wagon structure is the possibility of locating the platforms 2 and 3 not only in the longitudinal axis, but also in the transverse axis, when lifting the supporting structure, which can be achieved by the operation of supporting elements mounted to the ground, e.g. lifting and turning devices cooperating with elements of end platforms.

When the support structure 6 is prepared to pivot for loading, the actuators 45 are actuated before the pivoting begins, which, by inflating and exerting pressure on the roof of the tunnel 10, causes the suspension tongue 41 to bend further, causing it to move away from the roof of the tunnel. Bending the tongue causes the rigid connection 23 to swing away from its tunnel seat 10. The support structure 6, freed from its interlocks, can therefore rotate around the pivot pin 48 mounted on the central part 39 of the elongated connecting element.

During the return of the supporting structure 6, the sequence of operations is reversed. The cylinders 46 and 47 of the lifting motor 45 lower and the elongated connecting member of the rigid connection 23 retracts in the tunnel 10, under the flexible action of the lifting tongue.

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In an embodiment of the present invention relating to lifting and turning means, the lifting and rotation of the supporting structure takes place by an external device, e.g. by means of a lifting and turning device, which also serves to lower the supporting structure. The lifting and turning assembly 59 of Fig. 3 is installed on the railroad 60, between the two loading platforms 61 and 62 located on either side of the track 60. The assembly 59 is preferably located between the two rails in the transfer station 63. Depending on the of a wagon type, it may be necessary to install two lifting units 59, one for each end of the support structure 6. As a result, in the case shown, the support structure is lifted at both ends simultaneously and rotated about a central pivot, not shown. Pivoting around the extreme center of rotation is also possible.

The assembly 59 is accompanied by a row of several supporting and preferably driving rollers, e.g. in the form of two sets 64 and 65 of three rollers mounted in platforms 61 and 62, respectively, intended to support, and to continue to rotate the supporting structure 6 through its underside as soon as it overhangs. exceeds the established limit in order to ensure greater stability and security of trading. The rollers of these sets 64 and 65 are located in the recesses of the platform surfaces at an appropriate distance from the edge.

Preferably these driven rollers are elements consisting of a rotating cylinder, slightly conical in shape, taking into account the different speeds of the points in the rotation in order to avoid slippage. Their lateral surface is preferably covered with a strip of metal sheet 67 and comes into contact with a rail 29 (Fig. 26) belonging to one of the ends of the support structure 6 of the wagon. They contain an electric motor 68 which rotates the cylinder about its axis.

As mentioned, the support structure 6 has a rail 29 on the underside of at least one of its ends, e.g. in the form of a sheet metal strip. Due to the rotational nature of the movement, the rails 29 have a generally curved shape with a radius of curvature that is identical or close to its distance from the center of rotation of the support structure 6 as shown in Fig. 26.

In general, the lifting and turning assembly is a mechanical assembly 69 installed on a railroad 60 between two rails in an area provided for unloading and loading, hereinafter referred to as a transhipment station 63. The lower parts of the mechanical assembly 69 are placed in a trench designed to minimize the height. how this assembly protrudes above the surface. Advantageously, the part located in the excavation is protected against environmental influences by the casing. It is also possible to arrange the mechanical assembly 69 on a trolley running along the track, in a trench made between the rails of the track. In this case, a device cover (not shown) can also be provided.

The mechanical unit 69 is located on a base that supports it mechanically and is secured in a trench or in a station between the rails. For the sake of simplicity, it is not shown in the figure.

The mechanical unit 69 is a support 70 rotating about a horizontal axis 71, terminating in two arms 72 and 73, each of which is attached to a drive means 74 and 75, in the form of driven shafts 76 and 77, which are connected by a transverse pipe 78. Each driven the rollers 76 and 77 are supported by the swivel supports 79 and 80. The cross tube 78 passes through the ends of the arms 72 and 73 and is capable of being supported and locked in a seat 81 having a V-shaped entrance. Each of the swivel supports 79 and 80 is connected to the ends of the arms 72 and 73. the movable shaft of the jacks 86 and 87, respectively, the body of which is rotatable about the axes 84 and 85, to the holders 86 and 87, formed e.g. by two parallel profiles 87 and 89 which absorb horizontal stresses.

The jacks 82 and 83 raise the mounts to which the powered rollers are mounted, causing them to be lifted simultaneously.

The driven rollers 76 and 77 - the same type as the set-up rollers described above - consist each of a roller 66 with a slightly conical shape, covered with a strip of sheet metal 67. They are mounted radially, with their rotation axes - in relation to the center of rotation the support structure 6, the rotation being driven by the electric motor 68. Their position slightly coincides with the center of rotation of the support structure 6. This position avoids the risk of lateral displacement upon contact when lifting and rotating the support structure 6. Powered rollers 76 and 77 are initially intended to contact and exert a vertical pressure on a rail 29 on the underside of at least one end of the support structure (Fig. 26) to be lifted by the action of the elevators.

PL 202 073 B1

After the superstructure is lifted, actuating them causes the superstructure to rotate by rolling on the lifting and turning rail.

The matching mechanism ensures that the driven shafts 76 and 77 press accurately and flatly against the rail 29. This matching mechanism is schematically shown in the following Figs. 5 to 8.

The axis of rotation 71 of the support 70 moves from its starting position corresponding to the lowering of the support to the horizontal. Its displacement makes it possible to obtain an almost vertical course of the end of the bracket, and therefore also of the driven shafts, in the final phase of approaching and lifting.

The measures envisaged are as follows.

The axis of rotation 71 of the rotatable support 70 rests at each end on levers pivoting about an additional axis 90.

During the dead run, i.e. when the lifts are raised, no greater pressure is exerted by them before contact with the rail. The jacks only lift the driven rollers. The bracket 70 only pivots about an axis 71 which remains stationary in its initial position (Figures 28 and 29).

The movable axis of rotation 71 moves forward under the action of the bracket lifted by the jacks. The described arrangement provides, by a slight displacement of the axis 71 of the bracket 70, the necessary extension of the lever arm, sufficient to convert the curvilinear trajectory into an almost rectilinear one at its end portion (Figs. 30 and 31).

An embodiment of the device will be described below in which the lifting and turning means are included in the same mechanical assembly 69.

It should be noted that all analogous implementations in which the lifting and turning means are not combined, i.e. separated, are developments of the same idea.

It is also possible to combine the lifting and rotating motion. In any event, the respective embodiments are within the scope of the same invention.

It is possible to give the swivel bracket an additional function. It may have a means of fixing the platform extremes during cargo handling operations. An illustration of this means is shown in Fig. 31, in which a V-shaped receiving and locking socket 92 is formed in the upper surface of the bracket 70, on which the end 93 of the coupling beam 94 of the body of the extreme platforms rests and locks.

The process takes place in the following phases.

The wagon for combined rail-road transport is immobilized with a certain tolerance at the loading bay 63, for example for loading. The stabilization of the car's position comes down to maintaining the position of its extreme platforms, each by a device located on the track. In the case of independent devices, they must be acted upon. In other possible cases, the relative position is maintained automatically by a mechanical connection between the end platforms, or by an additional function provided by the lifting and turning device or devices, such as those described above.

The lifting and turning device (s) then works. The jacks are actuated to bring the driven shafts 76 and 77 closer to the rail 29 at the bottom of the support structure 6. The driven shafts 76 and 77 rise until smoothly into full contact with the rail 29 by an alignment mechanism. Then, after unlocking the detachable fasteners of the supporting structure to the extreme platforms, the structure is simultaneously lifted on both sides, or only on one appropriate side.

Lifting consists of two phases. In the first stage, the shock absorbers of the extreme platforms expand. The second phase of proper lifting ends as soon as the connections between the load-bearing structure and the extreme platforms are disconnected. The additional lifting height is usually small as the edge platforms do not obstruct the rotation.

The powered rollers 76 and 77 are then moved by their own motors to rotate the ends of the car support structure in a direction corresponding to the taking over of the ends of the support structure 6 by the support and turning roller assemblies 64 and 65 provided in the platform.

The rotation continues until the ends of the load-bearing structure are completely free, that is, until a swivel is reached that allows for easy loading and unloading maneuvers.

PL 202 073 B1

Next, loading and / or unloading takes place. The road load enters the load-bearing structure by means of a suitable drive, e.g. a tractor unit or a tractor that tows it.

Closing the wagon is done in the same way but in reverse order.

The invention is part of a complete combined transport system consisting of one or two loading platforms 95, 96 and at least one section of railroad track 92 (Figures 1 and 2), surrounded by a looped roadway, together forming a railway station. Each section is accompanied by at least platform 95 or 96 and it is a usable part on which reloading operations take place. This usable part consists of a defined number of reloading stations, corresponding to each reloading position of the wagons 99, 100 and 101.

Each of the service portions of each track section 97 has at least one positioning or centering element 102 in the ground. In the case of a single centering element, it supports the entire tractive unit. Depending on the type of wagons used, the centering or positioning element will be present individually for the whole train, or there will be many, i.e. one for a certain number of wagons, or one for each loading bay 99, 100 and 101.

An example of a centering or positioning element 102 is shown in Figures 32 and 33. This type of centering device is mounted on the ground. It consists of two pivoting centering arms 103, 104 that can move up and down, and their ends 105 and 106 are capable of engaging a vertical centering pin 107 located e.g. at the bottom of the supporting structure 6 of the wagon 1. To facilitate the coupling with With the centering pin 107, the ends of the pivot arms 103, 104 are shaped as slots with two tapering sides, or in the form of a fork, such as a fork socket 108, or, for example, with two symmetrical tapering arms engaging with the centering pin 107. the pivot arms 103 and 104 are moved longitudinally in opposite directions along guides 109 and 110 parallel to the rail track, approaching and away from the transverse vertical reference plane 111 for handling maneuvers. The rotating centering arm that first reaches the centering pin 107 will push the wagon into the desired position.

For a wagon with a rigid longitudinal connection 23, the centering and positioning of the wagons is less important. For this reason, the precision of the stopping position of the drive, or of the electronic brake control and control system, e.g. with a detection function, may be sufficient alone or together with an additional device in the ground to provide a satisfactory positioning accuracy for the handling operation.

A train unit consists of several wagons, each of which carries road cargo. The wagons may be identical or different from each other, but they all have some general features in common. The reloading berths 63 are located at places defined, for example, by limiters on the track or on the platforms.

In addition to an optional positioning or centering element 102, each of the transhipment stations 63 is provided with special ground equipment that cooperates with the respective wagon of the train to carry out the transhipment operations.

The wagon consists of three main parts. Namely, from the extreme platforms 2 and 3, resting on the chassis or axles 4 and 5, which are responsible for rolling. The outermost platforms 2 and 3 and the typical accompanying accessories provide the connection to the upstream and downstream wagons, as well as the means for securing the load. Both end platforms 2 and 3 support with their ends the supporting structure 6, on which the road load rests, which is the third essential element of the wagon. The supporting structure 6, capable of pivoting towards the loading platforms 95 and 96 and towards the wagon, after releasing the rigid fastenings of its ends to the extreme platforms 2 and 3, rests at each of its ends against one of the extreme platforms 2 or 3; can be disconnected from them by a simple unlock-lift maneuver. In order to be able to rotate towards the platforms 95 and 96 and towards the car, the supporting structure 6 is rotatably mounted on a central axis of rotation 28 (Figures 4 and 6), or on an extreme axis of rotation 26 (Figure 5).

As mentioned, in order to easily and quickly position the supporting structure 6 on the outermost platforms 2 and 3, it is important for the outermost platforms to find their relative position, not changed in relation to the initial position when opening the car, i.e. at the same distance from each other, independently. from any movement and disturbance which the train may suffer during cargo handling operations or as a result of expansion of buffers between wagons.

PL 202 073 B1

To this end, a longitudinal rigid connection 23 between the two end platforms is provided below the bottom of the supporting structure.

This connection maintains its position during the loading operation, ensuring that the distance between the two extreme platforms is kept, i.e. their relative position is maintained, so that when returning to the place of the supporting structure 6, the connection and locking of its ends with the extreme platforms 2 and 3 is done quickly and in good conditions. without the use of an additional centering agent.

Maintaining the extreme positions of platforms 2 and 3 can take place by means of special devices located on the ground, e.g. lifting devices, or by additional functions performed by existing devices, e.g. a support device 91 (Fig. 31), mounted on the device for lifting the ends. supporting structure.

In general, each of the transfer stations 63 has at least one, and preferably two, lifting and turning units 59 for pivoting the support structure between the transport and loading position of the wagon.

It is believed that the use of a single centering element 102 for the whole train would fix the positions of the wagons with an accuracy of 20-30 cm, which is entirely sufficient from the point of view of the rest of the equipment, provided that the relative position of the outermost platforms 2 and 3 is maintained by the wagon itself, e.g. . thanks to the elongated connecting element.

As a result, the position boundaries corresponding to the transhipment stations 63 may be defined with a certain tolerance. Each station has a lifting-lifting-and-turning device on the ground, such as a unit 59, located at each end of the support structure. These devices are designed to lift the load-bearing structure by its ends, disconnect it from the extreme platforms 2 and 3 and rotate it until it is taken over by the sets 64 and 65, driven or not, provided in the appropriate place of the platforms 61, 62 or 95, 96, to extend the rotational movement of each end towards the platforms.

The operation of the bimodal transport system during loading will be described below, with unloading being similar but in the reverse order.

The train unit is approaching the track section 97 intended for a transhipment operation. Thanks to the marking, the locomotive stops as far as possible so that the wagon or wagons are as close as possible to the relevant centering elements. The driver then activates the centering device 102. In the case of a train of carriages with a longitudinal rigid connection 23 between the end platforms 2 and 3, only one car is centered, the movements of which are transferred to the other carriages thanks to the connections. In this way, the position of adjacent wagons, even the most distant ones, can change without risk of changing the relative positions of the outermost platforms 2 and 3.

In the case of carriages without connections 23 between the edge platforms, other centering elements 102 are necessary which can cooperate with individual means of holding the edge platforms relative to each other.

The end platforms 2 and 3 are then locked in their starting position, either by means of the provided means or by a connection 23. This may involve immobilizing means between the track and each of the end platforms.

Then, after unlocking the rigid attachments between the supporting structure 6 and the extreme platforms 2 and 3, the lifting devices or the lifting-lowering and turning assembly 59 are activated.

The support structure 6 of the wagon 1 is slightly pushed upwards by the pressure on at least one of its ends exerted by the lifting means until the rigid connection of the structure with the end platforms 2 and 3 is disconnected and it is lifted to a minimum height to allow rotation towards the devices people on the platform, the amplitude of the upward movement is small.

The turning means, e.g. self-propelled rollers 66, start their work of turning the supporting structure 6 towards the platform. It rotates until its end is above the platform. This end, while continuing to rotate, is taken over by support means, e.g. roller sets 64 and 65, driven or not, which rotate and bias the support structure relative to the train, into the loading position. The movement is stopped by any measure, e.g. by a collision with a limiter, after which the whole is blocked. The actual transhipment can then begin.

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When the load-bearing structure 6 is loaded, a tractor or road tractor will drive up to it to pull the load, without any external means. If it is empty, there is nothing to prevent loading.

The new road load is towed by its tractor to the entrance of the supporting structure. The whole thing goes inside the load-bearing structure and is fixed in the right place. After being disconnected, the tractor can leave the supporting structure from the opposite side of the entrance, after which the drive of the means of rotation of the supporting structure is engaged in the opposite direction until it is in line with the wagon. When the ends of the wagon's load-bearing structure meet the socket of the detachable rigid attachment, the structure is lowered. The attachment is rigidly connected and blocked with the extreme platforms, which are in the same position. After locking, the lifting devices return to their rest position and the platforms are released from the possible position-holding devices, after which the centering means used are retracted.

Claims (26)

1. A bimodal transport system, essentially consisting of at least one rail freight terminal with at least one loading platform, with dedicated reloading stations for interconnected bimodal trains, the individual trains being sets of inclined wagons, each of which consists of two extremely located bogies, on the planes of which the load-bearing structures are rotatably mounted, characterized in that each of the freight terminals is equipped on the one hand with at least one additional centering device for aligning the entire bimodal set or individual wagons (1) and, on the other hand, sides, w situated on the ground at the height of each loading bay, w at least one lifting device and at least one support structure turning device (6), enabling the support structure (6) to be lifted at at least one of the platform ends (2 ) or (3), after unlocking the rigid fixing from at least one of the outermost platforms (2) or (3), and pivoting it towards the platform (61) or (62), while the platform (2) or (3) is provided with lifting and receiving means in view of supporting the ends of the load-bearing structure (6) in an inclined loading position in relation to the longitudinal axis of the wagon (1) and its rotation in the opposite direction as long as the wagon is closed, and also during maneuvers, the platforms (2) or (3) are in relation to each other at a constant distance by means of holding them in their axial position, providing a non-load-bearing mechanical connection prior to disconnection, while the attachments of each end of the support structure (6) to the platform (2) or (3) are all stress-bearing connections in this way that the set of all the propulsion means used for the handling is positioned externally in relation to the wagon (1) and is independently energized. 2. The system according to p. The method of claim 1, characterized in that the axis of rotation (28) is centrally located. 3. The system according to p. The method of claim 1, characterized in that the axis of rotation (26) is situated at the end of one of the end platforms (2) or (3). 4. The system according to p. The method of claim 1, characterized in that the axis of rotation is positioned between the central and the extreme positions. 5. The system according to p. 3. A method according to any of the preceding claims, characterized in that the axis of rotation is defined during the cooperation of the centering device with the wagon element affected by this device. 6. The system according to p. 1, 2, 3, or 4, characterized in that the means for lifting and rotating the supporting structure (6) are two different means connected in one functional element fixed on the ground at the height of at least one of the ends of the supporting structure (6) when the wagon (1) is in the transfer bay (63). 7. The system according to p. 1, 2, 3, or 4, characterized in that the means for lifting and rotating the supporting structure (6) are two different means connected in one functional unit (59), fixed to the ground or added, at the height of at least one of of the extreme platforms (2) or (3) of the load-bearing structure (6) when the wagon (1) is in the loading bay (63). 8. The system according to p. 3. A method as claimed in any one of the preceding claims, characterized in that the lifting means are jacks (82, 83) and the rotating means are driven rollers (76, 77). PL 202 073 B1 9. The system according to p. The method of claim 8, characterized in that the jacks (82, 83) are connected to a rotatable support (70) to which driven rollers (76, 77) are attached. 10. The system according to p. 3. A method as claimed in any of the preceding claims, characterized in that the end platforms (2) and (3) are immobilized by means of holding means arranged on the ground throughout the entire opening phase of the car. 11. The system according to p. A method as claimed in any one of the preceding claims, characterized in that the end platforms (2) or (3) are connected to each other by a mechanical coupling. 12. The system according to p. 11. A method as claimed in claim 11, characterized in that the edge platforms (2) or (3) are mutually connected at a lower level by means of a longitudinal mechanical rigid connection (23), one end of which is rigidly or articulated to the respective end of the platform (2) or (3). ). 13. The system according to p. 1, 2, 3, 4, 9, or 12, characterized in that at least one end platform (2) or (3) has a front indented from the inside of the wagon with a shaped seat (16) for rigid fastening. 14. The system according to p. 10. A device as claimed in claim 10, characterized in that the underside of the cut front of at least one of the extreme platforms (2) or (3) cooperates with a seat on the rotatable support to which driven shafts (76) and (77) belonging to the rotating means are attached . 15. The system according to p. A method as claimed in claim 1, characterized in that the loading means on the platform or platforms (61) and (62) allow the rotation of the supporting structure (6) to continue by means of roller conveyors. 16. System according to tighten. The method of claim 15, characterized in that the roller conveyors are self-propelled rollers (66). 17. The system according to p. A centering unit as claimed in claim 1, characterized in that it has one centering unit, common to the entire train or to a limited number of transhipment stations (63). 18. The system according to p. The method of claim 1, characterized in that the centering device is located at each of the transfer stations. 19. The system according to p. 17. The centering device as claimed in claim 17, characterized in that the centering device is in the form of two pivoting arms (103) and (104) mounted on guides (109) and (110) along a track (60), each arm having a socket (108) enabling engagement with the centering pin (107) located in the center of the underside of the wagon (1). 20. The system according to p. 1 or 2, or 3, or 4, or 9, or 12, 14, or 15, or 16, or 17, or 18, or 19, characterized in that the connections between the load-bearing structure (6) and at least one of the extreme The platforms (2) or (3) are rigid, detachable connectors that enable the joining of both elements so that they form one whole during transport. 21. A transport system as claimed in claim 1. The method according to claim 20, characterized in that each of the detachable rigid links is an anchoring device enabling the ends of the support structure to be interlocked with the corresponding element (16) of the adjacent part of the end platform (2) or (3). 22. The method of reloading goods in the bimodal transport system, characterized in that the train is positioned so that each wagon (1 is above the loading bay, and then, using the centering element, the position of at least one wagon in relation to the devices on the ground is determined and the end platforms (2) and (3) are immobilized in their initial position, after which the linkage is disconnected, the lifting means are actuated and at least one end of the supporting structure (6) is raised, slightly above the level necessary to enable them to rotate, then engage turning devices by which to rotate the superstructure (6) into contact with the loading devices on the platform or platforms (61) and / or (62) limiting the track (60), then, after stopping the pivot of the superstructure ( 6) and determining the inclination by an angle enabling direct access to the road load from the platform level, the road load is placed or removed from the structure and the supporting structure using an external or own drive means, the supporting structure is then pivoted to the assembly position, the lowering means of which are withdrawn from the supporting structure (6), the arms of which are exactly at the entrance to the fixing seats, and then, leaving the supporting structure ( 6) its arms are inserted into the seats and the rigid detachable fastening is locked, finally, when lowering the lifting and lowering device, the extreme platforms (2) and / or (3) are released and the centering devices are withdrawn. 23. The method according to p. 22, characterized in that the wagons (1) are immobilized by at least one of their outermost platforms (2) or (3). PL 202 073 B1 24. The method according to p. 22 or 23, characterized in that the two end platforms (2) and (3) are joined by means of a mechanical connection (23). 25. The method according to p. 24, characterized in that the mechanical connection (23) of the end platforms (2) and (3) is released from the longitudinal indentation (9) to allow rotation of the supporting structure (6), and then placed in the indentation (9) again, after the return rotation is completed. 26. The method according to p. 22, 23 or 25, characterized in that the center of rotation of the support structure is transiently established during the interaction of the centering elements and the centering wagon element.